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IMPROVEMENT yIii srorriiic Ann STARTING eins,

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TO ALL WHOM IT MAY CONCERN: y

Bc it knoivn that I, C. S. HUNT, of the parish of Terre Bonne, and State of Louisiana, have invented a certain neu', useful, and improved Apparatus for Starting, Reducing-the Spcedof, and Stopping Railroad-Cars;. and I do hereby ldeclare the following to be anfull, clear, and .exact description of the same, reference being had to the annexed drawings, making a part of this specication.

My invention is designed chiefly foruse in lconnection with street-cars, when the same are drawn by mules or horses, but it muy be adapted to and used in connection with steam-cars without the slightest diiculty, and with equal effect and advantage.

The great primal object sought to be accomplished by it is to relieve the animals that draw the street-curs from the tremendous strainto vwhich they are subjected in starting the same from a state of rest when heavily laden, and the injuries consequent and resulting therefrom .to the animal. Called upon at frequently-recurring intervals to put forth their whole strength in order to start the cars, which, after they have once started, run easily enough,`my invention, in thatit relieves the animals of this strain, which otherwise is found soon to iveur them outis of very great value.

i'n vien' of this evil, the urgcnt'need of an e'ective startii'ig-apparatiis for strectcars has long heen per ccrived and properly appreciated, and many efforts have been made to produce such an apparatus, but none of the organisms heretofore patented or tried,V although, with respect to some of them, considerable ingenuity was displayed, have fulillcd the expectations of their inventors, and hence, one -aft-er another, they have been rejected and abandoned. I

The cause underlying and producing a failure as to all these previous creations is easily pointed out, and has arisen chiefly out of the error intovivhich the inventors had fallen'with reference to the kind of power required to operate them. Theyliti-ve supposed, infact, that a startinglapparatus could only'be operatedby the driver of tho car or the animal that is harnessed to it, or else hy attempting to utilize the momentum ot' the car by indirect methods and intermediate appliances, and, failing to bring into existence mechanical instrumcntalities that would enable the driver or the animal to work the apparatus easily, or without some especial drawback that need not herein be specified, their efforts were necessarily abortive. In the machines intended to be Worked by the driver it was found impossible so to adjust the parts :is to put itinto the power of the driver to-perforin the task assigned him vwithout an exhaustive expenditure of his strength, and, consequently, after ascertaining this fact, no driver would attempt to operate the machine; nor, in the case of thosenrrangements designedto be Worked by the animal attached tothe car, was the result at all diil'erent, although the cause was not the same. With respect to these latter apparatus, the diliiculty was to readjust the parts after the car had been once started, to start it again, without inflicting so severe a shock upon the animal as to produce as much injury to him as he would be likely to sustain from straining himself. It has also lbeen found impossible, in consequence of the want of room under the cars, as at present constructed, to adapt such apparatus to them in such manner as to get suliieient pou-cr, and hencothese disadvantages counteracting the advantages flowing out of the use of the apparatus, no better success followed this plan of construction than attended the other, in which the driver gave life to thc machine. i In all existing organisms, in which the momentum of the car is sought to be applied, the loss by friction, in consequence of the presence of intermediate gearing, und thc use of too many parts, is so great that none of them can he made to operate successfully. i

Keeping these facts in mind in the creation of my invention, I discarded at once all idea of using either the driver or the animal to operate my machine, and looked elsewhere for thc power to make it completely operative and efficient, and this power I have discovered in the momentum of the car itself, when the same is stored up by the use of an apparatus in which all the parts act in a direct and positive manner without the usc pf' intermediate gearing; and niy invention, tlicret'orc, consists of this discovery, and the adaptation of mechanical parts and powers to the garncring up or developing, and then practically applying the force of a powerful spring. by and through tlieagcncy of the said momentum, when applied as above described, to start the cai', and this without calling upon the driver for further duty than simply to move a lever, instead oi' the crank-brake now universally used, whenever-tho requisite force to start the car is'to be put into action, and with far less effort of strength than is needed to operate the said brake.

Nor is the starting the car the only function performed by my'invention. It supersedes all necessity for' using any description of brake, for it will stop a car as well as start one; or, if it be desired to reduce the speed oi' a car without actually stopping it, this will be accomplished'by it with equal facility, by the same lever, and will accomplish the object in thesame manner as though a full stop is made, though differing in degree. By moving the lever tounclutc'h the pulley F before the full stop is made, the momentum garnered, or, so to speak, bottlpd up.to such point; is at once utilised, and of course aids in accelerating the car over such rate of motion as it had beforeit was unclutched.

In this capability of stopping as well as of starting a car, and afterwards controlling its speed or rate of motion without actually stopping it, my apparatus differs,l again from all existing contrivanees, which, without exception, require the common brake, which I discard, the sole function of such contrivances being to start the car. But `my inventioawill be better understood by referring to the drawings, in which the same letters denote i the same parts in all the gurcs.

Figure 1, plate 1, is a bottom view of my invention as when applied to a street-car.

In this figure, A represents the under side of tho loor of the car, B the wheels, and C C' the axles thereof. Securely attached to the under side of the oor of the car, and near the rear end thereof, is a strong spring, D. On the drawings D is an enclosed spiral spring, but instead of a spiral, a volute, an elliptic, an air, or any other kind of spring may be used. 'lhe spring, as shown, is only for the purpose of illustration, and, in practice, itis probable I should use the elliptic, as combining in itself more advantages than are presented by any other form.

The force residing in this spring is the power or motorthat, developed by the momcntumof the car, is brought i into existence by a novel combination of mechanical parts, and afterwards employed to 'start the ear.

To the spring I) are attached two chains, E E', `\vhich are respectively secured to the perimetcrs of the two clutch-wheels or pulleys, F F', which are fitted upon and revolve loosely around the front axle, C. These chains are ofthe same length, and, when there is no tension on the spring D, and it occupies its normal 'position of rest, that length is just sullicient to reach from the spring tothe nearest points ofthe circumference, respectA ively, ofthe clutch-pulleys F F', as is clearly shown at fig. 1, plate 1, and Figure 4, plate The pulleys F F' are separated by sleeves or collars, .I J', (see figs. 1 and 2, plate 1, and iig. 4:, plate 2,) a sufliciept space to allow the interposition between them ofthe bevelled cog-pinion L; or, if preferred, a separation of the clutch-pulleys v F F' may bo effected by a loose pulley, K, as shown at' Figure 5, plate 2, which is totally disconnected from said clutch-pulleys. The pulleys F F' are. kept in place by key-hanches o, iig. 2, plate 1, and they are provided with circles of cogs, H H', around their inner sides, at the extreme limit of their circumference-S, which cogs take into the cogs of the bevel-pinion L. The bevel-cog pinion L revolves upon an axis that is securely fast cned to the floor-timbers of the car, so 'as to occupy the relation to the clutch-pulleys, as shown at lig. 5, on the drawings, this said axis extending suiiiciently through the pinion to yallow the axis tovrise and fall with the springing of the lloor ofthe car without affecting thepinion.

In order to prevent the pinion L from resting too heavily-upon the cogs of thc pulleys F F', a tlanch may be cast around the said pinion'in such manner as that it shall be supported by'thc peri'meters of said elutchpulleys outside the cogs upon them, if support shouldbe found to be necessary.

The eifect of the connectionby means of this intermediate pinion is, of course, to make the clutch-wheels revolve at precisely the same rate of speed, but in opposite directions, so that when the chain E is coiled or wound around the pulley F, chain E' is coiled around pulley F', but in a reverse direction.4 The importance of this arrangement will be seen as I proceed with this description.

Projecting around the perimeter of pulleys F F is an annular or concentric lanch, d, between which and the circle of cogs are the beds or grooves, into which the'chains E E' are coiled in the operation ofthe machine. The pulleys F F' are respectively provided, on their exterior sides, by which I mean the sides next the carwheels, with a circle of clutches or pawl-notches of the same conformation, but looking in opposite directions. Outside of the pulley F is a circular pawl or clutch, G, whiclntted loosely on axle C, in order that it may be easily moved endwise upon the same, is yet prevented from revolving by the lusual application of a feather-key, or other equivalent device, as is shown 'at gs. 2 and 3, and markedh and 'L'. The clutch G fits exactly into t'ho notches of pulley F, and is moved into or out of connection with the same by means ofthe lever R, to which it is connected by yoke c and pinf, which takes into an annular groove, g, cut around said clutch.

The annular groove g is shown at iig. 2; the pinj' and yoke e at iigs. 1 and 4. '.lhe lever Il. is connected to another lever, J, by a link or connecting-rod, c, the connection being, it will be perceived, on opposite sides of the fulcra of the two levers, so that tho movement of one lever always brings about the movement of the other. The lever J is attached to a. sliding block, M, by means of a collar oryokc. A pin and an annular groove, in the same manner as lever Il., are attached to clutch Gr.

Between the sliding or tightening-block M and the clutch-wheel F' is a circular pawl or clutch, G', (shown in Figure 3, detached from all other parts,) which, itwill be perceived, is provided with springs, n, on the face,

that is next bloclc M.' 'lhese springs may bc as shown, or of any other suitab'lc form, and may be attached toV block M, instead of to G', or they maybe entirely dispensed with, and a single spring, attached to or making-a part of the inner end of lever Jl, might be introduced as a substitute to produce the same effect, but I prefer combination of a positive and yielding pressure, as established by the inflexible lever and the springs n, and deem it the best arrangement that can be devised. I'

Connected to the end 1 of lever R is a hand-lever, by means'ofl which the driver operatesA the apparatus. This hand-lcver is connected with or to lever It by any usua or propcrmeans of attachment, and its fulcrum is placed at or near the plane of the car-floor, and eonsists'pi an ordinary pivot-joint. A movement of this lever towards the lelt side will throw theclutches G G into connection with the clutch-pulleys F F', a movement to thc'right will throw these parts out of' connection, and as there is no direct or positive resistance in the direction of the motion ol' any of these parts, it will be at once understood that very little power is required to move them, and that heucethe driver can perform this duty with more ease than` he could operate an ordinary crank-brake. f

It isflirst necessary to start the car to which it is attached in order to endow my invention, so to speak, with lite-for such endowment can only be cieetc'd by the motion of the 'ar. The car being in motion, to stop it the operation of thc apparatus is as follows, to wit: The driver pushes the handlever (whiclris not shown upon the drawings, but which I have suiciently desoribed,) to the left. Inrefer'ring to the driver I always suppose bini to bc looking in the direction thc-car is travelling. This motion ofthe lever at once brings the clutches G G 4into connection witlr pulleys F F', and the latter begin to revolve revorsely upon the axle C, and to wind upon their periphcries the chains E E. If the movement of the lever transversely to the motion or length of the car be inconvenient 'or embarrassing'to the driver, bya very easy adaptation of well-known mechanical parts, any mechanic 'of ordinary skill can vreadily change that moticn into a backward and forward direction. The chain E, in being wound around pulley F, is coiled in the direction of the revolution of the car-wheels, and hence it is upon this pulley that the duty falls of utilizing the momentum of the car, by developing the power or force of the spring Dfwhich power increases as the chain E is wound up until thcwhole scope of the spring is taken up and the car-wheels can revolve no longer. They, therefore, must slip on the track till .all motion ofthe car is stopped. In the process of winding up the chain E upon pulley F, pulley F merely tak'es up theslack of chain E', and secures the same at intervals through the agency of spring-clutch G', until the car is stopped, very much after the manner in which the tension is secured in a ships Windlass or capstan by the pawl connected thereto. The instant the car stops the tension is equalized upon both the chains, and when it is desired to start it again it is only necessary to move the hand-lever to the right, or back, or forward, as the case may be, and disconnect the clutch G from the pulley F, when the whole power of the spring coming upon pulley F', the starting is accomplished by that power 'without any strain or impingement of consequence being thrown upon the intermediate pinion L. In disconnecting clutch G from pulley F, the lever J moves the block M away from spring-clutch G', so that when the springD has performed its ollice of starting the car andresumed.

its normal position of rest, as shown at fig. 4, there is nothing in the way of said clutch Gr to prevent it from being being disconnected from the pulley F automatically by the reversed action of the pawl-notches upon the said clutch and clutch-pulleys against each other. i

It it be desired not to stop the car, but only to reduce its speed, the operation is the same as that just described, with this difference, that the moment the speed of the car has been brought down to the desired rate, the clutch G is withdrawn from its connection -with pulley F, andthe power of the spring (as far as wound up or developed) is at once brought to bear to aid' the animal to accelerate or renew the speed ofthe car.

My invention, under the form or construction above described, is not adapted to cars thatrun in both directions, or that require -to be moved backward, but is especially designed for use in connection with cars that are turned, or can be turned on` turn-tables, and always move with the same end in front, whether the same be impelled bysteam, or air, or animal-power.

i For use on cars that need to be backed, I have devised the modification of my invention that is exhibited at figs. l and 5, plate 2. Atfig. 4 the view is similar to iig. 1, that is to say, it is abottom view ofthe modified apparatus as when applied to a car, whilst Iig. 5 is a front view, in which only those parts that are on or above or in front f the axle C are to be discovered. In order to make the apparatus capable of backing as well as starting a car, or, more accurately speaking, to cil'ect such an adaptation as will secure the starting of a car in either direction, and at the same time allow it to be pushed or drawn in either direction, independently of the pressure of the apparatus, it is only necessary to make the clutch Gr and block M (as shown in figs. 1 and 2, plate 1,) in solid single form, as shownat both figures on plate 2, and toiremove the link or rod k that connects the levers It andy J, so that they can be operated separately, either by two distinct hand-levers, or by any coutrivance which will perform the functions of two hand-levers; for it is plain that when the apparatus is thus modified, both the clutch-pulleys F F will wind the chains up in opposite directions, as in the rst plan of construction, although, .as in that case, the force of the spring D will be developed by thc pulley that turns in the same way with the car-wheels, and hence that after the car stops, and the tension exerted by the spring is thus divided and becomes equal on both the pulleys,that tension or strain can be thrown up'on either of them by simply unclutching theother, and accordingly as the pulley on which the whole strain is thus brought revolves, or is revolved in the one or the other direction, so will the ear he started backward or forward when thatpulley in its turn is unclutched and the spring is permittcdito act upon it. The moment the spring D reaches its normal position of rest, and the tension thus ceases upon the clutch-pulley, no matter which of the two has been acting, it is unclutched by the actionof the inclined planos of their own and the clutch-notches onteeth against cach other.

Another modification which I have not deemed it nccessaryto illustrate by drawings involves the substitution of coggod bars and cog-wheels in lieu of the chains E E and pulleysF F. By this modilication I dispense with the intermediate pinion L, and can use, if I shall consider it desirable, cog-wheels of unequal diameters, and thus obtain a proportionate increase ol' power in starting the cars. In other respects, as in the clutches, clutch-gear, levers, die., there is no diieroncc between an apparatus constructed upon this latter plan and the two others previously described.

A still ilurther modification, of which also there is no representation on the drawings, dispenses with the s@ Oil'gcilpttliscclis E or whilst all the otlipr parts remain as shown upon plate 1 or 2, as the case may s bicat strain 1s thrown upon tne intermediate pinion L, and on that account I'shall never, probably, attempt to construct an apparatus for real use upon such a plan.

Iliave'described my apparatus as connected with or attached tolthc front or foreaxlc of'a car exclui sivcly, but it is proper to say that I contemplate a. connection of my apparatus with the rear or hind axle, 'it' ,p such connection shall be found necessary or desirable, by any simple and \vellknown meel1anicalparts,in such manner as that the power may be brought to bear upon said rear axle to stop the revolution at one and the same time that the revolution of the first axle is stopped.

In all the different forms in which my invention may be constructed it will be observed that the momentum et' the car developes the power that is applied to the objects sought to 'be attaind, and that this po-wor or force is always applied directly, and without the application of any intermediate appliance of'any kind whatsoever.

Having thus described my invention, what claim, and desire to secure by Letters Patcnt,- isl 1. The loose pulleys F F on axle C, in combination with chains E and E', and spring D, arranged and operating substantially as and for the purpose set forth.

2. The loose pulleys F F', chains E E', and spring D, in combination with clutches'G G andthcir actuatinglevers, arranged 'for joint operation substantially as described.

C. S. HUNT.

Witnesses:

G. GENAS, A. HERO, Jr. 

